System and Method for Landing and Storing Vertical Take-Off and Landing Aircraft

ABSTRACT

A computing system for landing and storing vertical take-off and landing (VTOL) aircraft can be configured to receive aircraft data, passenger data, or environment data associated with a VTOL aircraft and determine a landing pad location within a landing facility based on the aircraft data, passenger data, and/or environment data. The landing facility can include a lower level and an upper level. The lower level can include a lower landing area and a lower storage area. The upper level can include an upper landing area. At least a portion of the upper level can be arranged over the lower storage area. The landing pad location can include a location within the lower landing area or the upper landing area of the landing facility. The computing system can communicate the landing pad location to an operator or a navigation system of the VTOL aircraft.

RELATED APPLICATIONS

This application claims priority to and the benefit of U.S. ProvisionalPatent Application No. 62/668,206 filed on May 7, 2018. U.S. ProvisionalPatent Application No. 62/668,206 is hereby incorporated by reference inits entirety.

FIELD

The present disclosure relates generally to aviation transportationusing vertical take-off and landing aircraft. More particularly, thepresent disclosure relates to systems and methods for landing andstoring vertical take-off and landing aircraft with an aircraft landingfacility.

BACKGROUND

A wide variety of modes of transport are available within cities. Forexample, people may walk, ride a bike, drive a car, take public transit,or use a ride sharing service. As population densities and demand forland increase, however, many cities are experiencing problems withtraffic congestion and the associated pollution. Consequently, there isa need to expand the available modes of transport in ways that mayreduce the amount of traffic without requiring the use of large amountsof land.

Air travel within cities may reduce travel time over purely ground-basedapproaches and alleviate problems associated with traffic congestion. Inpractice, however, air travel within cities has been fairly limitedcompared to ground travel of various impediments that complicateintra-city air travel. For instance, aircraft can require significantresources such as fuel and infrastructure (e.g., runways, landingareas), produce significant noise, and require significant time forboarding, each presenting technical challenges for achieving largervolume of air travel within cities or between neighboring cities.

Vertical takeoff and landing (VTOL) aircraft provide opportunities toincorporate aerial transportation into transport networks for cities andmetropolitan areas. VTOL aircraft require much less space to take-offand land than other types of aircraft, making them more suitable fordensely populated urban environments. Landing and storing VTOL aircraftin such densely populated areas, however, still presents a variety ofchallenges. For example, existing infrastructure, such as rooftops ofbuildings provides a relatively small capacity for landing and storingmultiple VTOL aircraft.

SUMMARY

Aspects and advantages of embodiments of the present disclosure will beset forth in part in the following description, or can be learned fromthe description, or can be learned through practice of the embodiments.

One example aspect of the present disclosure is directed to a computingsystem for landing and storing vertical take-off and landing aircraft(VTOL). The computing system can include one or more processors and oneor more non-transitory computer-readable media that collectively storeinstructions that, when executed by the one or more processors, causethe computing system to perform operations. The operations can includereceiving at least one of aircraft data associated with a VTOL aircraft,passenger data associated with at least one passenger of the aircraft,or environment data describing an environment condition of at least oneof the aircraft or a VTOL aircraft landing facility. The operations caninclude determining a landing pad location within the landing facility.The landing facility can include a lower level and an upper level. Thelower level can include a lower landing area and a lower storage areathat is spaced apart from the lower landing area. The upper level caninclude an upper landing area. At least a portion of the upper level canbe arranged over the lower storage area with respect to a verticaldirection. The landing pad location can include a location within thelower landing area or the upper landing area of the landing facilitythat is dynamically designated based on the at least one of aircraftdata, passenger data, or environment data. The operations can includecommunicating the landing pad location to at least one of an operator ofthe VTOL aircraft or a navigation system of the VTOL aircraft.

The technology described herein can help improve the safety ofpassengers of an VTOL aircraft, improve the safety of the surroundingsof the VTOL aircraft, improve the experience of the rider and/oroperator of the VTOL aircraft, as well as provide other improvements asdescribed herein. Moreover, the technology of the present disclosure canhelp improve the ability of a VTOL aircraft to effectively providevehicle services to others and support the various members of thecommunity in which the VTOL aircraft is operating, including personswith reduced mobility and/or persons that are underserved by othertransportation options. Additionally, the system supporting VTOLaircrafts and the use of such aircrafts of the present disclosure mayreduce traffic congestion in communities as well as provide alternateforms of transportation that may provide environmental benefits.

Other aspects of the present disclosure are directed to various systems,apparatuses, non-transitory computer-readable media, user interfaces,and electronic devices.

These and other features, aspects, and advantages of various embodimentsof the present disclosure will become better understood with referenceto the following description and appended claims. The accompanyingdrawings, which are incorporated in and constitute a part of thisspecification, illustrate example embodiments of the present disclosureand, together with the description, serve to explain the relatedprinciples.

BRIEF DESCRIPTION OF THE DRAWINGS

Detailed discussion of embodiments directed to one of ordinary skill inthe art is set forth in the specification, which makes reference to theappended figures, in which:

FIG. 1 depicts a block diagram of an example computing system accordingto example embodiments of the present disclosure.

FIG. 2 depicts an example embodiment of portions of a system accordingto aspects of the present disclosure set in an urban environment.

FIGS. 3 and 4 are perspective views of one embodiment of an aircraftlanding facility according to aspects of the present disclosure.

FIGS. 5 and 6 are a top down view and a side elevation view,respectively, of the aircraft landing facility of FIGS. 3 and 4.

FIG. 7 is a side elevation view of the aircraft landing facility ofFIGS. 3 and 4 that schematically illustrates landing and takeoff of VTOLaircraft according to aspects of the present disclosure.

FIG. 8 illustrates examples markings for a landing pad location and oneor more storage areas, according to aspects of the present disclosure.

FIG. 9 illustrates a perspective view of another embodiment of anaircraft landing facility including single landing pad on a lower leveland a single landing pad on an upper area, according to aspects of thepresent disclosure.

FIG. 10 illustrates a top down view of the aircraft landing facility ofFIG. 9.

FIG. 11 is a perspective view an alternative embodiment of an aircraftlanding facility 600 according to aspects of the present disclosure.

FIG. 12 is a flowchart of a method for landing and storing VTOLaircraft.

DETAILED DESCRIPTION

Example aspects of the present disclosure are directed to systems andmethods for landing and storing vertical take-off and landing (VTOL)aircraft. More particularly, the disclosed systems and methods mayfacilitate compact storage of VTOL aircraft using a multi-level aircraftlanding facility. This may be particularly useful in urban settings, inwhich real estate is expensive. Aspects of the disclosed systems andmethods are directed to routing an approaching VTOL aircraft in a mannerthat increases (e.g., optimizes, maximizes, etc.) efficiency forapproaching and departing VTOL aircraft while maintaining minimum safetydistances and/or other requirements for VTOL aircraft that are landingand taking off. The VTOL aircraft can be fully autonomous,semi-autonomous, or fully operated by a pilot/operator.

The aircraft landing facility can be constructed or installed in anunobstructed area to facilitate safe approach, landing, and takeoff ofthe VTOL aircraft. For example, the aircraft landing facility can beconstructed or installed on a roof of a structure, such as a building,parking structure, or any other suitable structure. The aircraft landingfacility can have multiple levels for landing and storing the VTOLaircraft to provide more compact storage of the VTOL aircraft thansimply landing the VTOL aircraft on the roof of the building. This canprovide landing areas at different elevations. For example, the landingfacility may include a lower level and an upper level. The lower levelmay include a lower landing area and a lower storage area that is spacedapart (e.g., distinct) from the lower landing area. The upper level mayinclude an upper landing area and/or an upper storage area. The upperlevel may be supported over the lower level such that at least a portionof the upper level is arranged over the lower storage area. As such, theupper level may provide shelter from precipitation or the sun for thestorage area. This configuration can allow the VTOL aircraft to land inthe lower landing area and then be moved to the lower storage area forstorage and to allow passenger(s) of the VTOL aircraft to exit the VTOLaircraft in the shelter provided by the upper level.

A computing system can be configured to perform routing of approachingVTOL aircraft in a manner that attempts to optimize or maximizeefficiency (e.g., vehicle throughput, minimize downtime, etc.) whilemaintaining safety requirements (e.g., distances) required for VTOLaircraft to land and take off. For example, the computing system can beconfigured to determine a suitable landing pad location at the aircraftlanding facility for the approaching VTOL aircraft based on a variety offactors. The factors can include aircraft data associated with the VTOLaircraft, passenger data associated with passenger(s) of the VTOLaircraft, and/or environment data that describes an environmentcondition of the VTOL aircraft or the landing facility. The computingsystem can communicate the landing pad location to an operator of theVTOL aircraft and/or a navigation system of the VTOL aircraft (e.g.,computing system aboard the VTOL aircraft).

In some embodiments, the landing area(s) can have a plurality ofpre-defined landing pads (e.g., marked by paint, tape, or anotherpermanent or semi-permanent indicator). The computing system can selectone of the pre-defined landing pads for the approaching VTOL aircraftbased on the factors described above. In other embodiments, however, thecomputing system can select one or more of a location or a size of for alanding pad that is not pre-defined within the landing area. Forexample, the location and/or size of the landing pad can be selectedbased on the above-described parameters and/or a minimum requireddistance between the VTOL aircraft and any additional aircraft at thelanding facility.

The computing system can communicate the landing pad location in avariety of suitable manners. For example, the computing system canilluminate or alter the appearance of one or more location markerswithin the landing area(s). A light array can be configured toilluminate or otherwise change an appearance (e.g., brightness, color,etc.). of select portions (e.g., location markers) of the lower landingarea or the upper landing area to communicate the landing pad location.For example, the computing system can illuminate at least a portion of aborder or a center of a landing pad at the landing pad location usingthe light array to communicate the landing pad location. In someembodiments, the light array can include a plurality of lights spacedarranged in a plurality of rows and a plurality of columns to form agrid that covers some or all of one or both of the landing areas. Thegrid can allow the computing system to dynamically designate the landingpad location anywhere within the grid. Thus, the computing system candynamically designate a landing pad location having a suitable size andlocation for the approaching VTOL aircraft (e.g., ensuring a minimumsafety distance between VTOL aircraft) without being constrained tosimply selecting a pre-defined landing pad location.

As another example, the computing system can wirelessly communicate datadescribing the landing pad location to the navigation system of theaircraft. Similarly, in this embodiment, the computing system candetermine a size and location of a landing pad and dynamically designatea landing pad location for the approaching VTOL aircraft (e.g., with orwithout illuminating location markers to mark the landing pad location).Alternatively, in this embodiment, the computing system can select thelanding pad location from one of a plurality of pre-determined landingpads and communicate the location of the selected pre-determined landingpad to the navigation system of the aircraft (e.g., with or withoutilluminating location markers to mark the landing pad location). Asindicated above, the VTOL aircraft can be autonomous, semi-autonomous,or fully operated by a pilot/operator. For fully autonomous VTOLaircraft, the VTOL aircraft may proceed to land at the landing padlocation based on the communication received from the computing systemwithout human action.

The aircraft landing facility may be configured to store a plurality ofVTOL aircraft within the storage area(s) of the aircraft landingfacility. For example, the lower storage area may include a plurality ofstorage locations. The computing system can select one of the storagelocations for storage of the aircraft based on one or more ofparameters, such as the aircraft data, the passenger data, or theenvironment data. The computing system can communicate the selectedstorage location to the operator of the aircraft or the navigationsystem of the aircraft. Thus, the VTOL aircraft can be moved from thelanding pad location on which the VTOL aircraft lands to the selectedstorage location. For example, an operator of the VTOL aircraft cancontrol the VTOL aircraft to move it to the selected storage locationbased on receiving the communication of the selected storage location(e.g., the selected storage location or a path to it can be illuminatedor otherwise visually marked). As another example, an autonomous VTOLaircraft can autonomously move itself from the landing pad location tothe selected storage location in response to receiving the selectedstorage location from the computing system.

In some embodiments, one or more of the storage locations may also bedynamically re-purposed for on-demand maintenance of the VTOL aircraftas needed. This may be used to improve throughput and/or addressunplanned servicing needs of the VTOL aircraft.

As indicated above, the computing system can determine the landing padlocation and/or select the storage location for an approaching VTOLaircraft based on one or parameters. The parameters can include aircraftdata associated with the VTOL aircraft, passenger data associated withpassenger(s) of the VTOL aircraft, and/or environment data thatdescribes an environment condition of the VTOL aircraft or the landingfacility. Example aircraft data may include a size, weight, a chargestate (if applicable, a fuel level (if applicable), and a heading of theVTOL aircraft, itinerary information (e.g., a future destination,previous origination) of the VTOL aircraft, acoustic signature of theVTOL aircraft (e.g., as detected by one or more microphone at thelanding facility), and/or a number, size, or weight, of packages aboutthe VTOL aircraft. The acoustic signature of the VTOL aircraft may bedescribed or quantified by various data such as SPL (sound pressurelevel), EPNdB (Effective Perceived Noise in decibels), TVL (time-varyingloudness), and/or other suitable metrics (e.g., metrics describingamplitude noise impacts as and/or spectral characteristics of landingsand takeoffs).

The passenger data may include a number of passengers aboard the VTOLaircraft, a disability status of the passenger(s), an age of thepassenger(s), a subsequent destination of the passenger(s), anorigination location of the passenger(s), and/or a number, size, orweight, of baggage or luggage of the passenger(s). For instance,larger/heavier baggage loads may incur larger multimodal switching costsor require special infrastructure to facilitate faster takeoffs andlandings. Thus, the parking pad location and/or orientation of the VTOLaircraft at the landing pad may be selected to reduce delay associatedwith loading and offloading baggage (e.g., multimodal switching timecosts).

Example environment data may include a wind speed, a wind direction, aprecipitation condition, a temperature, and/or a presence, size, orlocation of additional aircraft at the landing facility or approachingthe landing facility. Environment data can also include ambient noisesignatures, for example, of multiple VTOL aircraft at or near thelanding facility (e.g., as detected by one or more microphone at thelanding facility).

In some implementations, the computing system can be configured tomanage landing and/or takeoff of multiple VTOL aircraft simultaneouslyor near simultaneously. For example, the computing system can determinean additional landing pad location for an additional VTOL aircraft thatis approaching the landing facility. The computing system cancommunicate the additional landing pad location to an operator and/ornavigation system of the additional aircraft. For instance, thecomputing system can monitor a location of the VTOL aircraft and theadditional location of the additional VTOL aircraft during approach andlanding of both of the VTOL aircraft. In some embodiments, the VTOLaircraft can land on the landing pad within one minute or less of eachother.

In some implementations, the computing system can determine theelevation at which the VTOL aircraft is to land within the aircraftlanding facility. For example, the computing system can determine onwhich level to land the VTOL aircraft based on aircraft data, passengerdata, and/or environment data. The computing system can make thisdetermination based on passenger data such as a disability status, anage, a health status, or an itinerary of the passenger(s). For example,the computing system can prioritize VTOL aircraft with elderly people orpeople with disabilities or health issues aboard for landing on thelower level. As another example, the computing system can prioritizeVTOL aircraft for landing on the lower level that contain passengers whoare rushed based on their itinerary (e.g., have a quick connection withanother mode of transportation or have an upcoming appointment). Afterselecting one of the landing areas, the computing system can designatethe landing pad location within the selected landing area.

The aircraft landing facility may have a variety of configurations. Forexample, in some embodiments, the upper storage area can have an upperstorage area that is spaced apart (e.g., distinct) from the upperlanding area. The upper storage area can be arranged over the lowerstorage area. An additional level can be supported over at least aportion of the upper storage area. The additional storage area can serveone or more purposes. For example, the additional storage area canprovided shelter for the storage area of the upper level and/or providea location for landing VTOL aircraft (e.g., in an emergency situation).

In some embodiments, at least one sensor can be configured to detect alocation of the VTOL aircraft relative to the landing pad location. Forexample, a portion of the computing system (e.g., a landing facilitycomputing system) can be operatively connected with the sensor(s) andconfigured to detect the presence and/or location of VTOL aircraftwithin the landing areas and/or storage areas.

With reference now to the Figures, example embodiments of the presentdisclosure will be discussed in further detail.

EXAMPLE EMBODIMENTS

FIG. 1 depicts a block diagram of an example computing system 100according to example embodiments of the present disclosure. Thecomputing system 100 includes a cloud services system 102 that canoperate to control, route, monitor, and/or communicate with VTOLaircraft. These operations can be performed as part of a multi-modaltransportation service for passengers, for example, including travel byground vehicle and travel by VTOL aircraft.

The cloud services system 102 can be communicatively connected over anetwork 180 to one or more passenger computing devices 140, one or moreservice provider computing devices 150 for a first transportationmodality, one or more service provider computing devices 160 for asecond transportation modality, one or more service provider computingdevices 170 for an Nth transportation modality, and one or moreinfrastructure and operations computing devices 190.

Each of the computing devices 140, 150, 160, 170, 190 can include anytype of computing device such as a smartphone, tablet, hand-heldcomputing device, wearable computing device, embedded computing device,navigational computing device, vehicle computing device, etc. Acomputing device can include one or more processors and a memory (e.g.,similar to as will be discussed with reference to processors 112 andmemory 114). Although service provider devices are shown for N differenttransportation modalities, any number of different transportationmodalities can be used, including, for example, less than the threeillustrated modalities (e.g., one or more modalities can be used).

The cloud services system 102 includes one or more processors 112 and amemory 114. The one or more processors 112 can be any suitableprocessing device (e.g., a processor core, a microprocessor, an ASIC, aFPGA, a controller, a microcontroller, etc.) and can be one processor ora plurality of processors that are operatively connected. The memory 114can include one or more non-transitory computer-readable storage media,such as RAM, ROM, EEPROM, EPROM, one or more memory devices, flashmemory devices, etc., and combinations thereof.

The memory 114 can store information that can be accessed by the one ormore processors 112. For instance, the memory 114 (e.g., one or morenon-transitory computer-readable storage mediums, memory devices) canstore data 116 that can be obtained, received, accessed, written,manipulated, created, and/or stored. In some implementations, the cloudservices system 102 can obtain data from one or more memory device(s)that are remote from the system 102.

The memory 114 can also store computer-readable instructions 118 thatcan be executed by the one or more processors 112. The instructions 118can be software written in any suitable programming language or can beimplemented in hardware. Additionally or alternatively, the instructions118 can be executed in logically and/or virtually separate threads onprocessor(s) 112. For example, the memory 114 can store instructions 118that when executed by the one or more processors 112 cause the one ormore processors 112 to perform any of the operations and/or functionsdescribed herein.

The computing system 100 can include an aircraft navigation system 142.The aircraft navigation system 142 can include one or more processors143, memory 144, and a network interface 147, for example as describedabove with reference to the processors 112, memory 114, and networkinterface 124. The memory 144 can include data 145 and instructions 146,for example as described above with reference to the data 116 andinstructions 118 of memory 114.

The computing system 100 can include a landing facility computing system152. The landing facility computing system 152 can be included in thecloud services system 102 and/or one or more functions/systems of thecloud services computing system 102 can be included in the landingfacility computing system 152. The landing facility computing system 152can include one or more processors 153, memory 154, and a networkinterface 157, for example as described above with reference to theprocessors 112, memory 114, and network interface 124. The memory 154can include data 155 and instructions 156, for example as describedabove with reference to the data 116 and instructions 118 of memory 114.

The cloud services system 102 can include a number of different systemssuch as a world state system 126, a forecasting system 128, anoptimization/planning system 130, and a matching and fulfillment system132. The matching and fulfillment system 132 can include a differentmatching system 134 for each transportation modality and a monitoringand mitigation system 136. Each of the systems 126-136 can beimplemented in software, firmware, and/or hardware, including, forexample, as software which, when executed by the processors 112 causethe cloud services system 102 to perform desired operations. The systems126-136 can cooperatively interoperate (e.g., including supplyinginformation to each other).

The world state system 126 can operate to maintain data descriptive of acurrent state of the world. For example, the world state system 126 cangenerate, collect, and/or maintain data descriptive of predictedpassenger demand; predicted service provider supply; predicted weatherconditions; planned itineraries; pre-determined transportation plans(e.g., flight plans) and assignments; current requests; current groundtransportation service providers; current transportation nodeoperational statuses (e.g., including re-charging or re-fuelingcapabilities); current aircraft statuses (e.g., including current fuelor battery level); current aircraft pilot statuses; current flightstates and trajectories; current airspace information; current weatherconditions; current communication system behavior/protocols; and/or thelike. The world state system 126 can obtain such world state informationthrough communication with some or all of the devices 140, 150, 160,170, 190. For example, devices 140 can provide current information aboutpassengers while devices 150, 160, and 170 can provide currentinformation about service providers. Devices 190 can provide currentinformation about the status of infrastructure and associatedoperations/management.

The forecasting system 128 can generate predictions of the demand andsupply for transportation services at or between various locations overtime. The forecasting system 128 can also generate or supply weatherforecasts. The forecasts made by the system 128 can be generated basedon historical data and/or through modeling of supply and demand. In someinstances, the forecasting system 128 can be referred to as an RMRsystem, where RMR refers to “routing, matching, and recharging.” The RMRsystem can be able to simulate the behavior of a full day of activityacross multiple ride share networks.

The optimization/planning system 130 can generate transportation plansfor various transportation assets and/or can generate itineraries forpassengers. For example, the optimization/planning system 130 canperform flight planning. As another example, optimization/planningsystem 130 can plan or manage/optimize itineraries which includeinteractions between passengers and service providers across multiplemodes of transportation.

The matching and fulfillment system 132 can match a passenger with aservice provider for each of the different transportation modalities.For example, each respective matching system 134 can communicate withthe corresponding service provider computing devices 150, 160, 170 viaone or more APIs or connections. Each matching system 134 cancommunicate trajectories and/or assignments to the corresponding serviceproviders. Thus, the matching and fulfillment system 132 can perform orhandle assignment of ground transportation, flight trajectories,take-off/landing, etc.

The monitoring and mitigation system 136 can perform monitoring of useritineraries and can perform mitigation when an itinerary is subject tosignificant delay (e.g., one of the legs fails to succeed). Thus, themonitoring and mitigation system 136 can perform situation awareness,advisories, adjustments and the like. The monitoring and mitigationsystem 136 can trigger alerts and actions sent to the devices 140, 150,160, 170, and 190. For example, passengers, service providers, and/oroperations personnel can be alerted when a certain transportation planhas been modified and can be provided with an updated plan/course ofaction. Thus, the monitoring and mitigation system 136 can haveadditional control over the movement of aircraft, ground vehicles,pilots, and passengers.

In some implementations, the cloud services system 102 can also store orinclude one or more machine-learned models. For example, the models canbe or can otherwise include various machine-learned models such assupport vector machines, neural networks (e.g., deep neural networks),decision-tree based models (e.g., random forests), or other multi-layernon-linear models. Example neural networks include feed-forward neuralnetworks, recurrent neural networks (e.g., long short-term memoryrecurrent neural networks), convolutional neural networks, or otherforms of neural networks.

In some instances, the service provider computing devices 150, 160, 170can be associated with autonomous vehicles (e.g., autonomous VTOLaircraft). Thus, the service provider computing devices 150, 160, 170can provide communication between the cloud services system 102 and anautonomy stack of the autonomous vehicle which autonomously controlsmotion of the autonomous vehicles.

The infrastructure and operations computing devices 190 can be any formof computing device used by or at the infrastructure or operationspersonnel including, for example, devices configured to performpassenger security checks, luggage check in/out, re-charging/re-fueling,safety briefings, vehicle check in/out, and/or the like.

The network(s) 180 can be any type of network or combination of networksthat allows for communication between devices. In some embodiments, thenetwork(s) can include one or more of a local area network, wide areanetwork, the Internet, secure network, cellular network, mesh network,peer-to-peer communication link and/or some combination thereof and caninclude any number of wired or wireless links. Communication over thenetwork(s) 180 can be accomplished, for instance, via a networkinterface using any type of protocol, protection scheme, encoding,format, packaging, etc.

FIG. 2 illustrates an example embodiment of portions of a system 200 inan urban environment according to aspects of the present disclosure. Thesystem can include or be implemented with an aircraft landing facility202. The aircraft landing facility 202 may be located on a roof 204 of astructure 206, such as a parking garage. The aircraft landing facility202 may provide landing and/or take-off locations for one or more VTOLaircraft 208.

The aircraft landing facility 202 can include a lower level 205, whichmay include the roof 204 of the structure 206 and/or a platformsupported on the roof 204 of the structure 206. The lower level 205 caninclude a lower landing area including one or more landing locations 212and a storage area that includes one or more lower storage locations214. The aircraft landing facility 202 can include an upper level 216that is supported over at least a portion of the lower level 205. Forexample, the upper level 216 can be located over one or more of thelower storage locations 214. The upper level 216 can have one or moreupper landing locations 218 within an upper landing area and one or morestorage locations 220 within an upper storage area. An additional level222 may be arranged over the storage location(s) 220 of the upper level216. The additional level 222 may include an emergency landing location224 within an emergency landing area 226. However, it should beunderstood that, in some embodiments, the aircraft landing facility 202may be free of any additional levels above the upper level 216.

A computing system, for example as described with reference to FIG. 1,can be configured to control, route, monitor, and/or communicate withVTOL aircraft in the vicinity of the aircraft landing facility 202, forexample as described herein. The computing system can be configured todetermine or aid in determining respective routes 210 for the VTOLaircraft 208 for landing on the aircraft landing facility 202 and/ortaking-off from the aircraft landing facility 202. The computing systemcan determine respective landing pad locations on which the VTOLaircraft 208 can land.

In some embodiments, one or more sensors 228 can be configured to detecta location of the VTOL aircraft 208 relative to the landing pad location(e.g., during approach, landing, taxing, or storage). For example, aportion of the computing system (e.g., a landing facility computingsystem located at the aircraft landing facility 200) can be operativelyconnected with the sensor(s) 228 and configured to detect the presenceand/or location of VTOL aircraft 208 within the landing areas, withinthe storage areas, during approach and/or during takeoff. The sensors228 can be any suitable type of sensor including optical, infrared,heat, radar, LIDAR, pressure, capacitive, inductive, etc. Asillustrated, the sensors 228 can be mounted on the upper level 216 oradditional level 222. However, in other embodiments, the sensors 228 canbe mounted within the lower level 302 (shown in FIG. 3) and/or upperlevel 216, for example as capacitive sensors to detect the presence /location of the VTOL aircraft 208 in the lower level 302 and/or upperlevel.

FIGS. 3 and 4 are perspective views of one embodiment of an aircraftlanding facility 300 according to aspects of the present disclosure.FIGS. 5 and 6 are a top down view and a side elevation view,respectively, of the aircraft landing facility 300 of FIGS. 3 and 4.FIG. 7 is a side elevation view of the aircraft landing facility 300 ofFIGS. 3 and 4 that schematically illustrates VTOL aircraft landing andtakeoff.

Referring to FIGS. 3 and 4, the landing facility 300 can include a lowerlevel 302 and an upper level 304. As best seen in FIG. 4, the lowerlevel 302 can include a lower landing area 306 and a lower storage area308 that is spaced apart from the lower landing area 306. As best seenin FIG. 3, the upper level 304 can include an upper landing area 310 andan upper storage area 311. At least a portion of the upper level 304 canbe arranged over the lower storage area 308 with respect to a verticaldirection 312.

A computing system can be configured to determine a landing pad locationfor an approaching VTOL aircraft. For example, the computing system canselect a landing pad location from a plurality of predetermined landingpads locations 314 in the lower landing area 306 or from a plurality ofpredetermined landing pads locations 316 in the upper landing area 310.An additional level 318 may be arranged over the upper storage area 308of the upper level 302. The additional level 318 may include one or moreemergency landing locations 320 in an emergency landing area 300.However, it should be understood that, in some embodiments, the aircraftlanding facility 300 may be free of any additional levels above theupper level 304.

The computing system may be configured to dynamically select (e.g.,designate) one of the predetermined landing pad locations 314, 316 foran approaching VTOL aircraft based on a variety of factors, including,for example, aircraft data, passenger data, or environment data. Thepredetermined landing pads locations 314, 316 can be marked by paint,tape, or another permanent or semi-permanent indicator.

In other embodiments, however, the computing system can select one ormore of a location or a size of a landing pad that is not pre-definedfor an approaching VTOL aircraft. The location and/or size of thelanding pad can be selected based on a variety of factors, including,for example, aircraft data, passenger data, environment data, or otherfactors. As an example, the location and/or size of the landing pad canbe determined based, at least in part, on a minimum required distancebetween the VTOL aircraft and any additional aircraft at the landingfacility 300. As noted above, the computing system can wirelesslycommunicate data describing the landing pad location to the navigationsystem of the approaching VTOL aircraft. However, in other embodiments,a light array can be disposed on at least one of the lower landing area306 or the upper landing area 310. The computing system can illuminateor otherwise change an appearance (e.g., brightness, color, etc.). of atleast a portion of a border or a center of a landing pad at the landingpad location (as a location marker) using the light array tocommunicating the landing pad location. For instance, in someembodiments, the light array can include a plurality of lights spacedapart from each in a grid having a plurality of rows and a plurality ofcolumns.

For example, some or all of one or more of the landing areas 306, 310and/or storage areas 308, 311 may be configured with a tessellation ofpolygonal-shaped areas configured to dynamically alter emission and/orreflection of light. A variety of suitable polygons may be used for thetessellation (e.g., triangles, rectangles, hexagons, etc.). Thetessellation of these surface(s) may allow a large number of lightingpatterns to be implemented with a relatively simple construction. Forexample, lighting configuration may be determined using machine learningmethods. The tessellation can provide flexibility in displaying the sizeand/or location of the landing pad location(s) and/or selected storageareas by lighting different combinations of the polygons to representthe configuration. After a size and location of the landing pad locationis determined, a corresponding lighting pattern that approximates thesize and location of the landing pad location using a set of polygonsmay be determined. The identified polygons can be lit up to representthe configuration. In some embodiments, one or more of the polygons mayinclude light emitting devices of different colors, and based onlocation of the polygon, the color of the polygon may be determined. Forexample, the storage locations may be represented by a first color(e.g., green) while the landing pad location may be represented by asecond color that is different from the first color (e.g., yellow) suchthat VTOL aircraft vehicles at the landing facility may easilydistinguish a landing pad location from and a storage location. Theaccuracy of the configuration approximation increases when a largernumber of polygons are used in the tessellation.

The aircraft landing facility 300 can have a variety of suitableconfigurations. For example, a plurality of elongated structural members370 can be configured to support the upper level 304 over the lowerlevel 302. Referring to FIG. 6, the structural members 370 may be orinclude truss elements. The structural members 370 can be arranged in avariety of configurations, for example, forming square patterns,triangular patterns, or any other suitable pattern providing sufficientstructural integrity. The levels 302, 304 can be formed a variety ofsuitable materials, including, for example, concrete, asphalt, metal,polymeric materials, composite materials, etc. Additionally, theaircraft landing facility 300 can include stairs 371 or other suitablestructures (e.g., elevators, escalators, etc.) for allowing passengersto move between levels of the levels 302, 304, 318 of the aircraftlanding facility 300.

In some embodiments, the upper level 304 can extend over an edge 372 ofthe structure (e.g., building, parking garage, etc.) on which theaircraft landing facility 300 is installed/built. This configuration canfurther minimize the area required to install the aircraft landingfacility 300, which may be particularly useful in dense, urbanenvironments. The upper level 304 can be cantilevered over the edge 372and supported by one or more cantilever support members 374. Forexample, the upper level 304 can extend beyond the edge 372 of thebuilding by an overhang distance 376 in a horizontal direction 378,which is perpendicular to the vertical direction 312. The upper level304 can have a length 380 in the horizontal direction 378. In someembodiments, the overhang distance 376 may be greater than about 5% ofthe length 380 of the upper level 304, in some embodiments greater thanabout 10%, in some embodiments greater than about 20%, in someembodiments greater than about 30%, in some embodiments greater thanabout 40%, and in some embodiments greater than about 50%.

Additionally, in some embodiments, the aircraft landing facility 300 canbe configured to accommodate a large number of VTOL aircraft relative tothe size of a footprint of the aircraft landing facility 300. Forexample, a total storage area can be defined as a sum each storage area(e.g., the lower storage area 308, upper storage area 311, etc.). Atotal landing area can be defined as a sum of an area of each landingarea (e.g., the lower landing area 306, upper landing area 310, etc.). Atotal footprint of the aircraft landing facility 300 can be defined as afootprint area of the aircraft landing facility 300 including portionsof the aircraft landing facility 300 that extend beyond the edge 372. Aneffective footprint of the aircraft landing facility 300 can be definedas an occupied area of the surface on which the aircraft landingfacility 300 is installed and/or constructed, excluding portions of theaircraft landing facility 300 that extend beyond the edge 372 of thestructure.

The effective footprint may range from about 20% to 100% of the totalfootprint, in some embodiments from about 25% to about 90% in someembodiments from about 30% to about 80%, and in some embodiments fromabout 35% to about 70%. A ratio of the total landing area to the totalstorage area can range from about 0.5 to about 2, in some embodimentsfrom about 0.6 to about 1.5, and in some embodiments from about 0.8 toabout 1.2. Such ratios may provide a more compact and effective aircraftlanding facility. This may be especially useful in densely populated,urban areas.

FIG. 7 schematically illustrates a first VTOL aircraft 360 landing (asrepresented by dotted arrow 362) on the upper landing area 310 of theupper level 304. The first VTOL aircraft 360 can then be moved from theupper landing area 310 to the upper storage area 311 (as represented bydotted arrow 364). The process can be reversed for the first VTOLaircraft 360 to take off from the upper landing area 310. Similarly, asecond VTOL aircraft 366 can land (as represented by dotted arrow 366)on the lower landing area 306 of the lower level 302. The second VTOLaircraft 366 can then be moved from the lower landing area 306 to thelower storage area 308 (as represented by dotted arrow 368).

In some embodiments, the computing system can be configured to managemultiple VTOL aircraft concurrently, simultaneously, or nearsimultaneously. For example, the computing system can manage landingand/or takeoff of two VTOL aircraft at the same time (e.g., on the samelevel or on different levels). As another example, the computing systemcan determine the landing pad location based on the presence of recentlylanded VTOL aircraft. The computing system can maintain a minimum safetydistance (e.g., 200 feet, etc.) between the VTOL aircraft during takeoffand landing as required by applicable regulations.

Referring to FIG. 5, in one example, the computing system can determinea first landing pad location 380 for a first VTOL aircraft. Landing asecond VTOL aircraft on a directly adjacent landing pad location 382 mayviolate minimum safety distance requirement. Thus, the computing systemcan select another landing pad location 384 for the second VTOL aircraftthat ensures that the VTOL aircraft maintains the required minimumsafety distance during landing. The computing system can anticipate andbalance demand for particular landing pad locations 314, 316 to improveefficiency (e.g., optimize) the system.

FIG. 8 illustrates examples markings for a landing pad location 400 andone or more storage areas, according to aspects of the presentdisclosure. The landing pad location 400 may be designated by one ormore borders or markers. For example, a Touchdown Lift-Off (TLOF) marker402 may include a central marker 404 (e.g., a square, triangle, circle,or polygon) surrounded by a boarder 406 (e.g., a polygon, circle). AFinal Approach and Take Off (FATO) pad marker 408 may encircle the TLOFmarker 402 (e.g., be concentric with the TLOF marker 402). One or moreadditional boundaries 410 may encircle the TLOF marker 402 and/or beconcentric with one or both of the TLOF marker 402 and the FATO padmarker 408. The additional boundaries 410 may designate minimum safetydistances for pedestrians or equipment. For example, the FATO marker mayhave a diameter that is approximately equal to 1.5 times a diameter ofthe top rotor (if applicable) or a wingspan of the VTOL aircraft (ifapplicable). The FATO marker (and/or any of the other markers describedherein) can be dynamically sized (e.g., using the lighting grid) basedon the dimensions of the VTOL aircraft.

For example, the size and location of the landing pad can be selectedbased on aircraft data, such as the size of the VTOL aircraft (e.g., awingspan, rotor diameter, etc.), type (e.g., make, model) of the VTOLaircraft, and/or required clearances between the VTOL aircraft and otherstructures (e.g., parts of the landing facility). As another example,charging stations may be located within the storage areas for varioustypes (e.g., makes, models) of VTOL aircraft. The computing system canselect a landing pad location that has access to a portion of thestorage area that has a charging station (or fueling station) that iscompatible with or best suited for the VTOL aircraft type (e.g., model,charging port type, fuel type etc.). For instance, some storagelocations may have charging stations while others have fueling stations.Different storage locations may have different types of charging stationand/or fueling stations. As another example, the size and location ofthe landing pad can be selected based on environmental data such as thelocation and size of other aircraft present at the landing facility. Asa further example, the size and location of the landing pad can beselected based on environmental data that includes weather. Forinstance, during inclement weather the landing pads/VTOL aircraft can bespaced farther apart or sized larger than during fair weather.

A plurality of storage areas 412A-B may be located near the landing padlocation 400. One or more guidance lines 414 may connect the landing padlocation 400 with a first storage location 412A and/or a second storagelocation 412B. In some embodiments, additional storage areas (shown indotted lines as optional) may also be located near the landing padlocation 400. Additional guidance lines 418 may connect the landing padlocation 400 with the additional storage locations. The storagelocations 412A-B (and/or the additional storage areas) may be locatedaround periphery of the landing pad location 400. For example, thestorage locations 412A-B (and/or the additional storage areas) may bespaced apart (e.g., approximately evenly) around a portion of perimeterof the landing pad location 400. One or more guidance lines 414, 418 mayconnect the landing pad location 400 with the storage locations 412A-B(and/or the additional storage areas).

As indicated above, the computing system can be configured to select oneof the plurality of storage locations 412 (and/or the additional storageareas) for storage of the VTOL aircraft based on the at least one ofaircraft data, passenger data, or environment data. The computing systemcan communicate the selected one of the plurality of storage locations412 (and/or the additional storage areas) to an operator of the VTOLaircraft or a navigation system of the VTOL aircraft.

For example, the computing system can illuminate or otherwise change anappearance (e.g., brightness, color, etc.). of a location marker tocommunicate a selected storage location 422 for the VTOL aircraft. Thecomputing system can mark a guidance line 420 (illustrated by a heavyweighted line) and/or some or all of a border or marker associated withthe selected storage location 422. The navigation system of the VTOLaircraft can follow the marked guidance line 420 to the selected/markedstorage area 422 using onboard sensors. Example types of onboard sensorsinclude light, magnetic, radiofrequency sensors, or any other suitabletypes of sensors. As another example, the operator of the VTOL aircraftcan view the marked guidance lines 420 from a cockpit of the VTOLaircraft and guide the VTOL aircraft to the selected/marked storagelocation 422.

FIGS. 9 and 10 illustrate a perspective view and a top down view,respectively, of another embodiment of an aircraft landing facility 500.Reference numerals of FIGS. 9 and 10 correspond with those of FIGS. 3through 7. The aircraft landing facility 500 may include a singlelanding pad location 514 in the upper landing area 510 and a singlelanding pad location 516 in the lower landing area 506. An additionallevel 518 may be supported over the upper storage area 511. Theadditional level 518 may include an emergency landing location 520within an emergency landing area 522.

FIG. 11 is a perspective view an alternative embodiment of an aircraftlanding facility 600 according to aspects of the present disclosure. Theaircraft landing facility 600 can include an upper level 602 that issupported over a lower level 604. As shown, the upper level 602 caninclude a landing area (e.g., for use in emergencies). However, in otherembodiments, the upper level may include an upper landing area fornormal use. In other words, in some embodiments, the upper level 602 maybe free of storage areas for the VTOL aircraft.

EXAMPLE METHODS

FIG. 12 depicts a flow chart diagram of an example method 1200 forlanding and storing vertical take-off and landing aircraft. One or moreportion(s) of the example method 1200 can be implemented by a computingsystem that includes one or more computing devices such as, for example,the computing systems described with reference to the other figures(e.g., a cloud services system 102, a landing facility computing system152, etc.). Each respective portion of the method 1200 can be performedby any (or any combination) of one or more computing devices. FIG. 12depicts elements performed in a particular order for purposes ofillustration and discussion. Those of ordinary skill in the art, usingthe disclosures provided herein, will understand that the elements ofany of the methods discussed herein can be adapted, rearranged,expanded, omitted, combined, and/or modified in various ways withoutdeviating from the scope of the present disclosure. FIG. 12 is describedwith reference to elements/terms described with respect to other systemsand figures for example illustrated purposes and is not meant to belimiting. One or more portions of method 1200 can be performedadditionally, or alternatively, by other systems.

At 1202, the computing system can receive at least one of aircraft dataassociated with a VTOL aircraft, passenger data associated with at leastone passenger of the aircraft, or environment data describing anenvironment condition of at least one of the aircraft or a VTOL aircraftlanding facility. Example aircraft data may include a size of the VTOLaircraft (e.g., a wingspan, rotor diameter, etc.), weight, a chargestate (if applicable), a fuel level (if applicable), a heading of theVTOL aircraft, and/or itinerary information (e.g., a future destination,previous origination) of the VTOL aircraft. The passenger data mayinclude a number of passengers aboard the VTOL aircraft, a disabilitystatus of the passenger(s), an age of the passenger(s), a subsequentdestination of the passenger(s), and/or an origination location of thepassenger(s). Example environment data may include a wind speed, a winddirection, a precipitation condition, a temperature, and/or a presence,size, or location of additional aircraft at the landing facility orapproaching the landing facility.

At 1204, the computing system can determine a landing pad locationwithin the landing facility from a plurality of landing pad locations.At least some of the plurality of landing pad locations can be locatedat different elevations within the landing facility. For example, thelanding facility can include a lower level and an upper level. Thelanding pad location can be selected based on the aircraft data,passenger data, or environment data. This can include determining theelevation of a landing pad location for the VTOL aircraft. For example,the lower level may include a lower landing area and a lower storagearea that is spaced apart from the lower landing area. The upper levelmay include an upper landing area. At least a portion of the upper levelcan be arranged over the lower storage area with respect to a verticaldirection. The landing pad location may include a location within thelower landing area or the upper landing area of the landing facilitythat is dynamically designated based on the at least one of aircraftdata, passenger data, or environment data.

In some embodiments, the computing system can determine the landing padlocation based on aircraft data. As one example, the computing systemcan dynamically designate a landing pad location on the lower level fora VTOL aircraft approaching from the side of the lower level. As anotherexample, the computing system can select a predetermined landing padlocation on the upper level for a VTOL aircraft that has a subsequentdestination facing the same direction as the upper level. As a furtherexample, the computing system can dynamically determine a size andlocation of a landing pad location for an approaching VTOL aircraftbased on a size (e.g., a wingspan, rotor diameter, etc.) of the VTOLaircraft. As another example, charging stations may be located withinthe storage areas for various types (e.g., makes, models) of VTOLaircraft. The computing system can select a landing pad location thathas access to a portion of the storage area that has a charging stationthat is compatible with the VTOL aircraft. As an additional example, thecomputing system can determine an appropriate landing pad size for theapproaching aircraft based on an acoustic signature of the approachingVTOL aircraft. For instance, the computing system can detect a property(e.g., rotor configuration, etc.) and/or size (e.g., rotor size,wingspan, etc.) of the approaching VTOL aircraft by analyzing theacoustic signature. The computing system can identify the type (e.g.,model, rotor configuration, etc.) of the VTOL aircraft by recognizingthe acoustic signature. For instance, the computing system can processthe acoustic signature to produce one or more metrics describing theacoustic signature and compare the metrics to a database of metricsassociated with acoustic signatures of VTOL aircraft. In someimplementations, the computing system can employ a machine-learnedrecognition/matching model in this capacity. The computing system canthen select a landing pad location that is appropriate for the VTOLaircraft based on information determined from the acoustic signature.

In other embodiments, the computing system can determine the landing padlocation based on passenger data. As one example, the computing systemcan designate a landing pad location on the lower level for a VTOLaircraft with elderly people or people with disabilities or healthissues aboard. As another example, the computing system can prioritizeVTOL aircraft that contain passengers who are rushed based on theiritinerary (e.g., have a quick connection with another mode oftransportation or have an upcoming appointment) for landing on the lowerlevel. After selecting the lower landing area, the computing system candesignate the landing pad location within the selected landing area.

In other embodiments, the computing system can determine the landing padlocation based on environment data. As an example, the computing systemcan select a landing pad location based on presence, location, and/orsize of additional VTOL aircraft within the landing areas and/or storageareas and/or required distances between VTOL aircraft during takeoffand/or landing. As a further example, the size and location of thelanding pad can be selected based on environmental data that includesweather. For instance, during inclement weather the landing pads/VTOLaircraft can be spaced farther apart or sized larger than during fairweather.

In yet further embodiments, the computing system can determine thelanding pad location based on combinations of aircraft data, passengerdata, and/or environment data. As one example, the computing system canbalance competing factors. For instance, a VTOL aircraft with apassenger having health and/or disability issues can be approaching fromthe side of the landing facility that the upper landing area faces. Theheading or approach direction of the VTOL aircraft (aircraft data) canweigh towards selecting a landing pad location on the upper landingarea. The passenger data can weigh for selecting a landing pad locationon the lower landing area. The computing system can favor the lowerlanding area to accommodate the passenger and select a landing padlocation on the lower landing area. As a further example, the computingsystem can determine the landing pad location based on a combination ofan acoustic signature of an approaching VTOL aircraft (aircraft data)(e.g., as described above regarding aircraft data) and an ambientenvironmental noise signature (environment data), for example ofadditional VTOL aircraft at the landing facility or approaching thelanding facility. The computing system can balance competing needs forlarger landing pad areas, landing pad areas on the lower level, etc.based on information determined from the acoustic signature of theapproaching VTOL aircraft and the ambient environmental noise signature.

At 1206, the computing system can communicate the landing pad locationto at least one of an operator of the VTOL aircraft or a navigationsystem of the VTOL aircraft. In one example, the cloud services systemcan communicate the landing pad location to the aircraft navigationsystem via a network. In another example, a landing facility computingsystem located at the aircraft landing facility can communicate thelanding pad location to the aircraft navigation system via the network.In yet further examples, the cloud services system or the landingfacility computing system can cause the landing facility to create avisual indication (e.g., illuminate lights) on the lower landing arealanding to communicate the landing pad location to the operator or tothe navigation system of the VTOL aircraft (e.g., as detected by sensorsaboard the VTOL aircraft).

At 1206, the computing system can communicate the landing pad locationto at least one of an operator of the VTOL aircraft or a navigationsystem of the VTOL aircraft. In one example, the cloud services systemcan communicate the landing pad location to the aircraft navigationsystem via a network. In another example, a landing facility computingsystem located at the aircraft landing facility can communicate thelanding pad location to the aircraft navigation system via the network.In yet further examples, the cloud services system or the landingfacility computing system can cause the landing facility to create avisual indication (e.g., illuminate lights) on the lower landing arealanding to communicate the landing pad location to the operator or tothe navigation system of the VTOL aircraft (e.g., as detected by sensorsaboard the VTOL aircraft).

ADDITIONAL DISCLOSURE

The use of computer-based systems allows for a great variety of possibleconfigurations, combinations, and divisions of tasks and functionalitybetween and among components. Computer-implemented operations can beperformed on a single component or across multiple components.Computer-implemented tasks and/or operations can be performedsequentially or in parallel. Data and instructions can be stored in asingle memory device or across multiple memory devices.

While the present subject matter has been described in detail withrespect to various specific example embodiments thereof, each example isprovided by way of explanation, not limitation of the disclosure. Thoseskilled in the art, upon attaining an understanding of the foregoing,can readily produce alterations to, variations of, and equivalents tosuch embodiments. Accordingly, the subject disclosure does not precludeinclusion of such modifications, variations and/or additions to thepresent subject matter as would be readily apparent to one of ordinaryskill in the art. For instance, features illustrated or described aspart of one embodiment can be used with another embodiment to yield astill further embodiment. Thus, it is intended that the presentdisclosure cover such alterations, variations, and equivalents.

In particular, although FIG. 12 depicts steps performed in a particularorder for purposes of illustration and discussion, the methods of thepresent disclosure are not limited to the particularly illustrated orderor arrangement. The various steps of the method 1200 can be omitted,rearranged, combined, and/or adapted in various ways without deviatingfrom the scope of the present disclosure.

1-20. (canceled)
 21. A landing facility structure comprising: a lowerlevel comprising a lower landing area and a lower storage areaconfigured to store a VTOL aircraft that is spaced apart from the lowerlanding area; and an upper level comprising an upper landing area,wherein at least a portion of the upper level is arranged over the lowerstorage area with respect to a vertical direction.
 22. The landingfacility structure of claim 21, wherein the lower storage area comprisesa plurality of storage locations.
 23. The landing facility structure ofclaim 21 further comprising: a light array disposed on at least one ofthe lower landing area or upper landing area, and wherein the lightarray is configured to illuminate at least a portion of a border or acenter of a landing pad at a landing pad location.
 24. The landingfacility structure of claim 21, wherein the upper level furthercomprises an upper storage area that is spaced apart from the upperlanding area, and wherein at least a portion of the upper storage areais arranged over the lower storage area with respect to the verticaldirection.
 25. The landing facility structure of claim 21, furthercomprising an additional level supported over at least a portion of theupper storage area.
 26. The landing facility structure of claim 25,further comprising an emergency landing area on the additional level.27. The landing facility structure of claim 21, wherein: the upper levelhas a length in a horizontal direction that is perpendicular to thevertical direction; the upper level extends in the horizontal directionby an overhang distance beyond an edge of a supporting structure onwhich the landing facility is supported; and the overhang distance isgreater than about 5% of the length of the upper level.
 28. The landingfacility structure of claim 21, wherein: at least one of the lowerlanding area or upper landing area are configured with a tessellation ofpolygonal-shaped areas configured to dynamically alter emission orreflection of light.
 29. The landing facility structure of claim 28,wherein: the tessellation of polygonal-shaped areas include lightemitting devices of different colors, wherein based on the location ofthe polygon, the color of the polygon is determined.
 30. The landingfacility structure of claim 21, wherein: the storage area is configuredwith a tessellation of polygonal-shaped areas configured to dynamicallyalter emission or reflection of light.
 31. The landing facilitystructure of claim 21, wherein: the upper level has a plurality ofelongated structural members, wherein the plurality of elongatedstructural members can be arranged in configurations comprising:squares; or triangles.
 32. The landing facility structure of claim 21,wherein: the landing facility is formed from at least one of thefollowing materials: concrete; asphalt; metal; polymer; or composite.33. The landing facility structure of claim 21 further comprising:structures allowing passengers to move between levels of the landingfacility.
 34. The landing facility structure of claim 21 furthercomprising: one or more guidance lines connecting the at least one ofthe lower landing area or upper landing areas with the storage location.35. The landing facility structure of claim 34 wherein the one or moreguidance lines are marked.
 36. The landing facility structure of claim21 wherein the at least one of the lower landing area or upper landingareas comprise one or more borders or markers.
 37. The landing facilitystructure of claim 36, wherein the one or more borders or markerscomprise a central marker surrounded by a boarder directed to atouch-down lift-off marker.
 38. The landing facility structure of claim37, wherein the at least one of the lower landing area or upper landingareas comprise one or more borders or markers, wherein the one or moreboarders or markers comprise a concentric marker around the touch-downlift-off marker directed to a final approach and take off marker. 39.The landing facility structure of claim 38, wherein the final approachand take off marker is dynamically sized based on the dimensions of theVTOL aircraft.
 40. The landing facility structure of claim 21, whereinthe storage area comprises charging stations for one or more types ofVTOL aircraft.